Buffer for railway cars



S B. HASELTINE BUFFER FOR RAILWAY CARS Feb. 7, 1939.

Filed Oct. 24, 1936 4 SheetsSheet 1 //A////// A////n I 0 4 fla 3.565552! y W m Feb. 7, 1939. s. B. HASELTINE 2,146,015

I BUFFER FOR RAILWAY CARS I Filed Oct. 24, 1936 4 Sheets-Sheet 2 7 F'.a" l4 9,. 0 F

4 Invehior Feb. 7, 1939. s. B. HASELTINE 2,146,015

BUFFER FOR RAILWAY CARS Filed Oct. 24, 1936 4 Sheets-Sheet :5

Feb. 7, 1939. s. B. HASELTINE 2,146,015

I BUFFER FOR RAILWAY CARS Filed Oct. 24, 1936 4 Sheets-Sheet 4 Fig. 9

Patented Feb. 7, 1939 1 UNITED STATES PATENT OFFICE 2,146,015 BUFFER. Fort RAILWAY cans Stacy B, Haseltine, Glen Ellyn, Ill., asaignor to W. H. Miner, Inc., Chicago, 111., a corporation of Delaware Application October 24, 1936, Serial No. 107,481

8 Claims. (01. 213-221) This invention relates to improvements in line 4-4 of Figure 2. Figures 5 and 6 are transbuflers for railway cars. verse, vertical sectional views, corresponding re- One object of the invention is to provide a spectively to the lines I! and 8-6 of Figure 4. buffer mechanism for railway cars having excep- Fi ure 7 is a transverse. v rti al nal w, 5 tionally high shock absorbing capacity. corresponding substantially to the line |'lof 5 Another object of the invention isto provide Figure 3. Figure 8 is a broken view similar to a buffer having spring resistance means aug- Figure 3 illustrating another embodiment of the mented by friction mechanism for absorbing invention. Figure 9. is a transverse, vertical secshocks. tional view, corresponding substantially to the 1') A still further object of the invention is to proline 9-9 of Figure 8. Figure 10 is a view similar 10 vide a buffer of exceptionally high capacity proto Figure '7, illustrating still another embodiment duced by combined action of spring and fricof the invention. Figure 11 is a view similar to tional resistance means wherein independent pre- Figure 4 with the forward portion of the mechaliminary light spring action is had to absorb nism broken away and illustrating the embodi- 13 the lighter shocks to which the mechanism is ment of the invention shown in Figure 10. 15

subjected, followed by heavier resistance'produced Referring first to the embodiment of the inby the combined action of the spring and fricvention illustrated in Figures 1 to 'l inclusive, tion means to take care of exceptionally great indicates a por n o the d W 01 a railway shocks. car, the portion illustrated being to one side of 20 A further object of the invention is to provide the longitudinal center line of the car and having 20 a buffing mechanism for railway cars comprising my improved buffer mechanism mounted therea housing secured to the end of the car, a slidable on. As will be understood the buffer mechanism buffer head telescoped within the housing, spring is duplicated at the other side of the end of the and friction means opposing movement of the car and the two mechanisms cooperate in a wellbufier head into the housing, the friction means known manner with a pair of similar buffer comprising a friction casing and cooperating mechanisms on the end of an adjacent car. friction members movable relatively to the cas- My improved buffer mechanism proper coming, wherein the casing has limited movement prises broadly a housing A; a bufler cylinder B; inwardly of th housing resisted by the spring a friction casing or cylinder C; three friction means reacting between the housing and the shoes D-DD; a wedge b c and a Spring 30 friction members, to provide for light initial acresistance F. tion of the mechanism to absorb the lighter The housing A is in the form of a cylindrical shocks, and wherein heavier resistance is procasting open at the forward end and closed at the duced by relative movement of the casing and rear end by a detachable plate member 2| formfriction members resisted by the spring means ing the rear end wall of said housing. The rear 35 after movement of the casing has been arrested. end 01 the cylindrical section of the housing A A still further object of the invention is to prois provided with laterally extending flanges vide in a mechanism of the character specified 22-22 at opposite sides thereof to which the in the preceding paragraph, simple and reliable plate member 2| is secured by relatively short means for holding the parts of the mechanism bolts 23-43 extending through the plate at the 40 assembled and determining the proper relative opposite sides thereof and through said fla positions of the parts in both the completely re- 22-". The 1101151118 A is secured o the end Wa leased .and fully compressed conditions thereof. 20 of the car in any suitable manner, and as Other objects of the invention will more clearly shown in Figure 1, is fixed thereto by bolts 24-24 appear from the description and claims hereinextending through the end wall of the car and 45 after following. aligned openings 25-25 in the plate 2i and In the drawings forming a part of this specififlanges 22-22 of the housing A. The rear end cation, Figure 1 is a top plan view of my improved portion of the housing A has lateral enlargebufler illustrating the same mounted in position ments 2626 at diametrically opposite sides so on the end of a railway car. Figure 2 is a front thereof, said enlargements being formed with inelevational view of Figure 1 showing the improved wardly opening channels or pockets 21.41 bufier detached from the car. Figure 3 is a horitending lengthwise of the rear portion of the zontal sectional view, corresponding substantially housing A. to the line 3-3 of Figure 2. Figure4isavertical The buffer cylinder B is in the form of a sectional view, corresponding substantially to the shell closed at the forward end by a head 28. 55

.the plate 2|.

The head 23 is relatively thick and presents an outer buffing face or surface 23 adapted to be engaged by a buffer head of an adjacent car. The face 29 of the head 23 is shown as convex, but the same may be made of any suitable contour to cooperate in the desired manner with the buffer of an adjacent car. As shown in Figures 1, 2, 3, and 4. the head 23 is of larger diameter than the exterior diameter of the shell section of the buffer cylinder B, thereby providing an overhanging annular flange portion which is suitably thickened to reenforce said head. The shell portion of the buffer cylinder B is telescoped within the housing A and is adapted for sliding movement inwardly and outwardly of said housing.

The friction casing C, which is open at the front and rear ends, is of. substantially cylindrical exterior contour and is slidingly telescoped within the shell section of the buffer cylinder B. At the forward end the walls of the casing C are interiorly thickened, thereby providing a friction shell section 33 of smaller interior cross section than the remainder of the casing. The friction shell section 33 is preferably of hexagonal interior cross section, as clearly shown in Figure 5, thus presenting three substantially V- shaped friction surfaces 3l-3l-3i extending lengthwise of the casing.' The friction surfaces 3I-3l-3l converge inwardly of the casing, as clearly shown in Figure 4. The friction casing C has diametrically opposite top and bottom, radially outwardly projecting lugs 32-32 thereon which have shouldered engagement with stop means on the cylinder B to limit outward movement of said cylinder with respect to the casing. The cylinder B is provided with longitudinally extending diametrically opposite slots 33-33 which slidingly accommodate the lugs 32-32. Each slot 33 extends to the rear end of the cylinder, is open at said rear end, and is laterally enlarged between its front and rear ends by right angular branch portions 34-34, as indicated in Figures 3 and 6. The slot 33 with its branches 34-34 thus presents an opening of cross-shaped outline. A key member 35 of T-shaped form is seated in each slot 33 and occupies the rear section and the branch portions 34-34 thereof, thus blocking the rear portion of said slot. The T-head at the front end of the key 35 serves as a stop shoulder for the cooperating lug 32 of. the casing C. As will be evident, the cylinder B and the casing C are thus connected for re-' stricted relative longitudinal movement. The open forward portions of the slots 33-33 are of a certain predetermined'length so as to permit inward movement of the cylinder B with respect to the casing C to actuate the friction means as hereinafter pointed out. The casing C has a second pair of diametrically opposite lugs 36-36 at the rear end thereof, said lugs projecting from opposite sides of the casing and having shouldered engagement with intumed hooklike end portions 31-31 of forwardly projecting, diametrically opposite arms 33-33 on As shown most clearly in Figures 3 and '7, the arms "-33 are seated in the pockets 21-21. The side walls of the pockets 21-21 extend inwardly such a distance that they overlap the opposite sides of each of the lugs 33-33, thereby preventing rotation of the casing C in the housing A when the parts are assembled with the plate 2| bolted in position on the housing. The stop shoulders formed by the hooked ends 31-31 of the arm "-33 are spaced from the inner face of the plate 2| a distance to permit the desired amount of movement of the casing C inwardly of the housing A to provide the required amount of preliminary spring action of the device.

The friction shoes D-D-D are arranged about the axis of the mechanism and have outer friction surfaces 33-33-33 of V-shaped cross section engaging respectively the V-shaped friction surfaces 3|3|3| of the casing C. Each shoe D has a lateral inward enlargement thereon provided with a flat wedge face 43.

The wedge block it has a flat outer end face bearing on the inner side of the head 23 of the buffer cylinder B. At the inner end the block E is provided with three flat wedge faces 4|-4|-4| engaging with the wedge faces 43-43-43 of the shoes D-D-D.

The spring resistance F comprises a relatively light inner coil and a heavier outer coil. These coils have the front ends thereof bearing respectively on the inset shoulders on the friction shoes and on the rear ends of said shoes. The rear ends of the coils bear directly on the plate 2| which forms the rear wall of the housing A. As shown most clearly in Figures 3 and 4, the inner coil is centered by an inwardly extending boss 42 on the plate 2| engaging within said coil.

The mechanism is preferably assembled in the following manner: The friction casing C with the wedge block E, friction shoes D-D-D, and the spring resistance F assembled therewith, is telescoped within the inner end of the buffer cylinder B before the keys 3! are applied to the latter, the lugs 32-32 of. the casing C being entered within the slots 33-33 of the cylinder B. These parts are then forced together until the lugs occupy the extreme inner end portions of the slots 33-33. The keys "-3! are then seated in the slots and the cylinder B with the casing C attached thereto is then telescoped within the front end of the housing A and forced inwardly until the lugs "-33 at the inner end of the easing C protrude beyond the open rear end of the housing. The plate 2| is then anchored to the lugs 33-33 of the casing C by engaging the hooked ends of the arms 33-33 of said plate over opposite sides of the casing and rotating the plate until the hooked ends of the arms 33-33 assume a position in vertical alignment and are engaged over the lugs 33-33. With the plate 2| thus anchored to the casing C, the lugs 33-33 and the arms 33-33 are aligned with the pockets 21-21, and the plate 2| with the other parts attached thereto is pushed into the casing and secured by the bolts 23-23, as shown in Figure 2. As wfll be evident, when the parts have been completely assembled, the casing C is limited in its outward movement by the lugs 36-33 thereof which have shouldered engagement with the hooked ends 31-31 of the arms "-33 of the plate 2| and the casing is held against rotation with respect to said arms by engagement of the lugs 33-36 with the side walls of the pockets 21-21. Accidental disengagement of. the lugs and the hooked ends of the arms "-33 is thus prevented.

The operation of the improved mechanism shown in Figures 1 to 7 inclusive is as follows: Upon inward movement of the bufling cylinder B through pressure exerted thereon by any object, such as the bufilng head of an adjacent car, the wedge E and the friction shoes D-D-D will be forced inwardly therewith. Due to the friction existing between the shoes and the friction surfaces of the casing c, the latter will be forced inwardly of the housing A together with the shoes,

thus compressing the spring resistance F and.

. providing spring'resistance only to the inward movement of the buffer cylinder B until the rear end of the casing C comes into engagement with the rear wall or plate 2| of the housing A. Upon movement of the cylinder C being arrested, the friction shoes are forced to slide inwardly of the casing C along the friction surfaces thereof and against the resistance of the spring F, thereby producing high frictional shock absorbing capacity during the remainder of the compression stroke of the mechanism.' Compression of the mechanism is limited by engagement of the front wall of the cylinder B with the outer end of the casing C, whereupon the cylinder C acts as a solid column to transmit the pressure-to the end of the car and prevent the spring F from being unduly compressed.

In release of the mechanism, when the actuating force'is reduced, the spring F forces the wedge and friction shoes outwardly carrying the bufling cylinder B and the friction casing C therewith until outward movement of the casing C is limited by shouldered engagement of the lugs 36-36 thereof with the hooked ends 21-21 of the arms 38-48 of the plate 2| of the housing A. Further outward movement of the friction shoes D--D-D and the wedge vE through the continued expansion of the spring F forces the buffer cylinder B outwardly until limited by the lugs 32-22 ofthe casing C coming into shouldered engagement with the stop keys 25-45 of the buffer cylinder.

Referring next to the embodimentof the invention illustrated in Figures 8 and 9, the-structure of the mechanism is substantially the same as that illustrated in Figures 1 to 7 inclusive, with the exception that the means for anchoring the friction casing C to the buffer cylinder B is of different design and the structure of the housing A is accordingly modified. As shown in Figures 8 and 9, the buffer cylinder B is. provided with rearwardly extending. arms "-42 which are diametrically opposite and have hooked ends 44- with which the lugs 32-42 of the casing C have shouldered engagement. The side walls of the housing A are provided with elongated guldeways 45-45 extending from end to end of the casing, which accommodate the arms 43-43 and have the side walls thereof in overlapping engagement with the sides of the lugs 22-42 to hold the casing C against rotation with respect to the cylinder B and thus prevent accidental disengagement of these parts. The'guideways 45-45 are formed as continuations of the pockets 21-21 at the rear beyond the hooked ends "-44 of the arms of the cylinder B to interlock the lugs and hooked ends by bringing the same into alignment.

Referring next to the embodiment of the invention illustrated in Figures 10 and 11, the structure of the mechanism is substantially the same as that disclosed in either Figures 1 to 7 inclusive or Figures 8 and 9, with the exception that a spring follower member 46 is added. which is interposed between the spring resistance F and the rear wall or plate'2l of the housing A, and that the plate 2| is provided with a central opening 41 therethrough, into which a boss 48 on the follower 42 projects. The follower 46 is also provided with a boss 42 on the inner sidethereof extending into the inner end of the outer coil of the spring F to center the same. This boss also forms an abutment for the inner end of the inner coil of the spring F. The spring follower 46 provides means for facilitating the assembling of the parts in anchoring the arms 3828 of the end plate or wall 2| of the housing A to the casing C. By employing this spring follower, the plate 2| may be relieved entirely from the pressure of the spring F during the operation of engaging the hooked ends 21-21 of the arms 28-" with the lugs 32-" of the casing C by forcing the spring follower inwardly out of contact with the plate 2| through the instrumentality of a suitable pressure tool forced inwardly against the follower through the opening 41 of the plate 2|.

I have herein shown and described what I now consider the preferred manner of carrying out my invention, but the same is merely. illustrative and I contemplate all changes and modifications that come within the scope of the claims appended hereto.

I claim:

1. In a buffer for railway cars, the combination with an inwardly movable buffer head; of an inwardly movable friction member telescoped within said head and movable relatively thereto; cooperating stop means on said butler head and member for limiting outward movement of the bufier head with respect to said friction member; friction means engaged and moved inwardly by said buffer head and slidably engaging said friction member; spring means yieldingly opposing movement of said friction means inwardly toward the end of the car; means for limiting inward movement of said friction member to less than the full compression stroke of the mechanism; and means for limiting outward movement of said friction member.

2. In a buffer for railway cars, the combination with a housing; of an inwardly movable buffer head slidable in said housing; an inwardly movable friction casing within said head; friction clutch means engaged and forced inwardly by said buffer head and having sliding frictional contact with said casing; spring means extending into said casing and yieldingly opposing inward movement of said clutch means; means for arresting inward movement of said casing before full compression of the mechanism; means for limiting outward movement of said casing with respect to the housing; and interengaging means on said casing and buffer head for limiting outward movement of said head with respect to the casing.

3. In a buffer for railway cars, the combination with a housing; of a friction casing extending into said housing, said casing being open at the front and rear ends; a friction clutch having sliding frictional engagement with the interior walls of the front end of said casing, said clutch including a member projecting outwardly beyond the front end of the housing; a buffing head having a shell portion telescoped within said housing and telescoped over the front end of said casing; spring resistance means within the casing and projecting outwardly beyond the rear end of said casing, said spring resistance means reacting between the friction clutch and the housing to yieldingly resist inward movement of said clutch means; cooperating stop means on said casing and housing for limiting outward movement of the former with respect to the latter; and cooperating stop means on said casing and bufier head for limiting outward movement of the latter with respect to the easing and maintaining operative pressure relation between said head and the projecting clutch member.

4. In a buffer for railway cars, the combination with a housing having a detachable back wall; of a buffer head having a shell portion movably telescoped within said housing; a friction casing movably telescoped within'said shell of the buifer head and having its inner end normally spaced from the back wall of said housing; means on said back wall having shouldered engagement with the casing for limiting outward movement of the latter; friction clutch means actuated by the buffer head, said clutch means being slidable within the friction casing; and spring means reacting between said clutch means and the back wall of said housing.

5. In a buffer for railway cars, the combination with a housing having a detachable back wall, said back wall having inwardly extending hooked arms; of a friction casing within said housing having exterior lugs in shouldered engagement with said arms; pockets in said housing receiving said hooked arms and lugs and holding the same in aligned shouldered relation; a bufier head anchored to the casing for limited longitudinal movement with respect to the same; friction means actuated by the buffer head and cooperating with said casing; and spring'means reacting between said casing and detachable back wall of the housing.

6. In a buffer for railway cars, the combination with a housing having a detachable back wall, said back wall having an opening therethrough; of a friction casing within said housing; cooperating stop means on said casing and back wall limiting outward movement of the easing, said stop means being brought into and out of cooperative relation by relative rotation of said casing and housing; a buffer head anchored to said casing for limiting longitudinal sliding movement with respect to the casing; friction means actuated by the buffer head and having sliding frictional engagement with the casing; spring means reacting between said friction means and said back wall of the housing; and a spring follower interposed between said spring means and said back wall, said spring follower being accessible through said opening of said back wall to be forced away from and out of contact with said back wall.

7. In a buffer for railway cars, the combination with a housing; of a buffer head having a shell portion telescoped within said housing for movement into and out of the latter; a casing telescoped within said shell portion oinie' buffer head for movement with respect thereto; cooperating means on said shell and casing for limiting outward movement of the casing with respect to the buffer head, said last named means including a lug on said casing engaging in a slot on said shell and a key locked in said slot acting as a stop shoulder for said lug; cooperating stop means on said housing and casing for limiting outward movement of the latter with respect to the housing; a friction clutch actuated by said buffer head and having sliding frictional engagement within the casing; and spring means reacting between said housing and clutch yieldingly opposing inward movement of the latter.

8. In a buffer for railway cars, the combination with a housing; of a buffer head having a sleeve portion telescoped within said housing for movement inwardly and outwardly thereof; a friction casing telescoped within said sleeve for movement inwardly and outwardly of the same; a friction clutch actuated by said buffer head, said clutch being slidable inwardly and outwardly of said casing; spring means reacting between said clutch and housing; cooperating stop means on said housing and casing for limiting movement of the latter outwardly of said housing; and cooperating stop means on said casing and sleeve for limiting outward movement of the buffer head with respect to said casing, said last named stop means including arms on said buffer head having inwardly projecting hooked ends providing stop shoulders, and cooperating outwardly projecting lugs on said casing engageable with said hooked ends.

STACY B. HASELTINE. 

